Variable attitude helicopter airplane



Aug. 16, 1949. l.. H. LEONARD VARIABLE-ATTITUDE HELICOPTER-AIRPLANE 5 Shee'ts-Sheet l Filed oct. e, 1945 Aug. 16, 1949o 1 H. LEONARD 2,479,125

VARIABLE-ATTITUDE HELICOPTER-AIRPLANE FiledOGt. 6, 1943 l 5 Sheets-Sheet 2 @$74 M @WWK Aug.- 16, 1949. L H. LEQNARD y VARIABLE-ATTITUDE HELICOPTER-AIRPLANE 5 Sheets-Sheet 3 Filed Oct. 6, 1945 INVENToR. {V7/M BY Wl/(401 f @77%.

ug. 16, 1949. 1 H. LEONARD VARIABLE-ATTITUDE HELICOPTER-AIRPLANE Filed Oct. 6, 1945 R. 0 W T N rl Aug. 16, 1949. I l.. H. LEONARD VARIABLE-ATTITUDE HELICOPTER-AIRPLANE 5 Sheets-Sheet 5 Filed Oct. 6, 1943 f ZY/n 11555352 BY 5ft-, @que a slightly modified construction and arrangement of parts.

Fig. 12 is a side elevation illustrating the machine of Fig. 11 as it appears when supported on its landing gear, ready to take off.

Fig. 13 is a plan view of a craft quite similar to that illustrated in Fig. 11, but showing a novel arrangement of passenger compartment.

Fig. 14 is a sectional view on an enlarged scale, substantially on the line lli-I4 of Fig. 13, looking in the direction of the arrows.

Figs. 15 and 16 are, horizontal sections substantially on thelines l5-ll5 and lli-I6 of Fig. 14, looking in the direction of the arrows.

Fig. 17 is a view similar to Figs. 2 and 11, but showing a still further modified construction of aircraft embodying the invention.

Fig. 18 is a perspective View on a small scale showing the aircraft of Fig. 17 vas it appears Y when in horizontal flight.

Figs. 19 and 20 are plan and elevational views.` respectively, showing a machine of the type illustrated in Fig. 1'?, supported upon its landing gear in .a position for taking off.

And Figs. 21 and 22 are side elevations, taken l..

ricain or'body section l, a nose section 2, a tail` section 3, and a rotor section 4, located between the main body and the tail.

Referring briey to Fig. 6, the body I and tail section 3 are united by a rigid tubular structure E, on which the rotor Y4 is mounted to turn, as by means of extended bearing Ysurfaces 5.

' Referring again to Fig. 2, in connection with .1

Fig. 6, it will be seen that projecting radially from the rotor 4 are two main airfoils or blades l, at the tips of which are mounted propulsion jets 8. Each blade 1 is preferably provided along its trailing edge with an aileron 9, pivoted for angular adjustment with respect-thereto, as hereinafter more fully described.

il connected through lead 2| with a suitable control switch. The slip ring is, of course, for the purpose of maintaining the connection while the rotor turns.

To the end of the motor shaft, opposite the pinion I6, is secured a sprocket wheel 22, and passing over this sprocket wheel is a sprocket chain 23.

In addition to the main blades 1, it is preferable to mount on the rotor 4, auxiliary blades or ns la, these being located 90 from the main blades. It is also preferable to adjust the pitch of these auxiliary blades or ns at the same time that the pitch of the main blades is adjusted.

Thus, looking at Fig. 7, which is a cross section through the rotor, it will be seen that there are two main blades and two auxiliary blades or fins to be adjusted. Each of these blades or ns is provided with a shank or trunnion, such as Illa, and each of these trunnions carries a ring gear l5 with which a pinion I6 meshes. It would be possible to provide a separate motor I'l for each of the blades, but preferably only a single motor is employed. Four sprocket wheels 22 are, however, needed, each of these sprocket wheels being rigidly :connected with its corresponding pinion I6. The sprocket chain 23 passes around all four sprocket wheels 22, as shown in Fig. 7. Thus,

when the motor l1 is energized, all of the bladesV are turned simultaneously and to the same extent.

An aileron 9 is secured to each blade 1 by means of pivots 24, as clearly shown in Figs. 6 and 9, and an aileron 9a is pivoted to each auxiliary blade 1a, and means are provided by which the angular relation between these ailerons and the.

blades may be adjusted, as desired, independently of the pitch of the blades. This means comprises` an arm 25, secured to the aileron 9, connected by a link 26 with an arm 2l, secured to a rock shaft 28, journaled in the blade. To the other end of the rock shaft 28, is secured an arm 29 connected by a link 30 and pivot 3l, with a sleeveY l" 33, extending longitudinally of the blade and con- The blades l are of the variable pitch type and to this end arejrrotatably mounted in the rotor. Extending longitudinally through each blade is a tube i0 which, as best, shown in Fig. 6, is provided with an extension Illa, projecting into the rotor and constituting supporting means. The

inner end of this tubular extension Illa is received in a socket l2 carried by the rotor, suitable ball bearings Il being preferably interposed between these parts. These ball bearings are confined longitudinally between an inner bushing i3 and an outer cap or-retaining ring-I4. It will thus be seen that, by virtue'of the construction just deable source through the flexible lead I8, connectedl at its other end tozanl insulatedbrush I9, bearing upon' an insulated slip ring 2U, which in turn is centric with the trunnion Illa.

Rotatably mounted in a groove inthe inner end of this sleeve 32, is a ring 34, connected by a link 35, with an arm 36 secured to a rock shaft 3l. To the other end of this rock shaft, outside of the socket I2, is an arm 38, connected by means of a link 39, with a lever 49, pivoted at 4| to the rotor structure. This lever 40 carries, intermediate its ends, a roller 42, working in a groove in a ring 43, pivotally connected at opposite sides,

as indicated at 44, with another ring 45, journaled on trunnions 46 carried by a xed support 4l. Thus, the two rings 43 and 45, pivotally connected at points 90 apart, constitute an universal joint.

1 From the ring 43 extend two control rods 48,V

located 90 apart, to the pilots compartment. This universal joint structure and related parts is very similar to that shown and described in more detail in my prior, co-pending application above identified and is for the purpose of providing cyclic pitch control of the ailerons when the blades are rotating.

As already mentioned, I contemplate propelling the aircraft above described by means of jets 8,

and the means for supplying air and fuel to these jets will now be explained.

Referring to Fig. 2, 49 designates' a gasoline engine or other suitable source of power, and'this is coupled to an air compressor 50 and a fuel pump 52. Fuel is delivered by the pump 52 from the fuel tank 53, through a pipe 54 to a port in sor 68. Vstructure i6 and through the opening 5I into the i 7 down. the speed of descent being regulated by the rotation of the blades. It will thus be seen that in my improved design, I have provided an aircraft equipped with airfoils, whichV at times rotate in a plane transverse to the longitudinal axis of the craft and serve as propeller blades, and at other times, are

:held stationary in a position projecting radially from the fuselage, and thus serve as wings to sup- .when the blades are stationary and acting as wings.

In Fig. 11, I have shown a slightly modified construction of aircraft of the same general type vas that illustrated in Fig. 2. In this modified construction the jets 8' are disposed inwardly from the ends of the blades 1'. Such an arrangement may have certain advantages. The pilots seat 60' is shown as pivotally mounted in the nose section 2', as before. In the body I of the fuselage is mounted an' engine B1 driving an air compres- This delivers air through the tubular tube l', extending through each blade and journaled at Il' in sockets I2', as before, Fuel is fed from the tank 69 by means of a fuel pump 52', driven by an electric motor 1B and is delivered into the pipe 33, extending through the tube IIJ to the jet. This arrangement differs from that shown in Fig. 2 principally in that the fuel tank and fuel pump are mounted in the rotor 4 itself, rather than in the stationary body of the fuselage.

Also, in the modication of Fig. 11, the tail structure is somewhat different. As shown, the tail is made up of tapering segments 3', as before, pivoted at 12. However, in Fig. 11, each of these segments carries a tail surface or iin 1|, provided as usual with an aileron 13. When this tail structure is opened up to constitute landing gear, it will have somewhat the appearance shown in Fig. 12, which illustrates the craft supported on such landing gear in upright position.

It will, of course, be understood that while, in order to simplify the drawing, no means for varying the pitch of the blades is illustrated in Fig. 11, I contemplate the use of pitch varying means, such as shown in Figs. 6 to 8. It will also be understood that this design of Fig. 11 is intended to operate in the same manner as described in detail in connection with Figs. 1, 2 and 10.

Referring now to Figs. 13 to 16, inclusive, I

-have illustrated a still further modified construc- -thestrains due to internal pressure. I, therefore,

propose to provide a passenger compartment of spherical form. This spherical passenger compartment is designated in its entirety by the reference character 1d and is mounted within the ybody l of the fuselage on trunnions 15 so disrposed that the spherical compartment is free to .swing on these trunnions in a plane parallel with the longitudinal axis of the fuselage. It is either mounted somewhat eccentrically on its trunnions or the weight is s0 distributed that it tends to maintain a definite position relative to the horizontal, regardless of variations in the position of the fuselage itself. Y

Referring to Fig. 14, I preferably divide the spherical structure by a partition 16 into upper and lower chambers, this partition constituting Ithe floor of the upper chamber or section and the ceiling of the lower one. By reference to Figs. 15 and 16, it will be further seen that each of these chambers is preferably divided by partitions 11, into rooms or segments, in which seats or other furniture are placed. The drawings show a typical arrangement in which there are pairs of seats 18 facing each other in one of the rooms of the upper floor, and other pairs'of seats 19, placed in other rooms, facing outwardly. The occupants of these seats 19 can look out through windows 80 in the passenger compartment 18, which register with windows 8i formed in the body of the fuselage. Other rooms 82 of the upper floor may serve as washrooms.

An elevator shaft B3 is shown as extending centrally through the upper and lower sections of the compartment, and in this shaft operates an elevator 84, for transferring passengers from one floor to the other. The elevator shaft is shown as provided with doors 83a. The lower space or section of the compartment, is provided with a floor 85. In it may be arranged pairs of seats 8B facing each other, and a long bench or sofa 81. 89 designates the small room which may be used as a kitchen.

Access is preferably afforded to the passenger compartment through a door 14a, communicating with the upper floor. When the aircraft is supported in vertical position on its landing gear 3, as shown 1n Fig. 12, or at position d of Fig. 1, the door 14a will register with a door 85 in the fuselage itself. This door may be reached by means of a ladder or stairway preferably of the type hereinafter described.

In Fig. 17 I have illustrated a still further modified construction of aircraft operating on the same general principle as those already described. This type of craft comprises a body section and a nose and tail section as before, together with a rotor 4 from which project blades 1". These blades have trunnions extending into the rotor and are rotatably mounted upon a bearing stud 90.

Instead of jets, I employ in this modication propellers 9|, of the conventional type, one such propeller being mounted at the leading edge of each blade. These propellers may be driven through bevel gearing 92 by means of a shaft 93, extending axiallyY through the main blade 1" .and itself driven by means of an engine 94, carried by the trunnion of the blade and rotatable there- `with. Fuel may be supplied to this engine from a fuel tank 95 through pipe 96, which delivers into an internal annular groove 91 formed in the hub Vof the rotor and having a passageway communi- 'atflaia during horizontal` iiightjandmeans whereby said rst mentiorrd'iafstsrtsntdropel the airoraftlwnen'said;bladeszare#stationarvsfif 4. In an aircraft having rotatably mounted variable pitch propelling blades adjustable from a minimufni'ahgliltdtlie' plari'ofrdtation to a against rotation reached. Attthisrpditfitf rotation of the main blades is stopped andfthgLliaircra-ftis shifted :over ieioriefieleitei.'ei/iris'reame: ,the propellrs'tl apply'a'frward thrust d etlyto vpe .,n`g the craft, as in the conventional airplane. Sufst'an In this modification also, as in the previous 2o means carried by said blades for driving the same forms, inrwhich jets are employed, it will be seen to Cause thern to rotate, Said means being arthat identically the same means which drives ranged to eXert a force on each of said blades the main blades and causes them to rotate for Substantially tangential toacircle concentric with right er supplying the necessary lift for vertical climbing, its said axis of rotation when adjusted to small serves to directly propel the craft in horizontal 25 pitch, hut t0 eXert Substantially no S11-Ch OrCe night, after the desired altitude has been reached. When Said blades are adjusted t InaXiInurn pitch In Figs. 21 and 22, I have illustrated a craft of in which they occupy a position at substantial the general type shown in Fig. 17. In these iigright angles to the plane of rotation, and Ineens ures, I have shown the fuselage as having o, door.. for holding the blades stationary in such position -way 99 at one side thereof. Access to this door- 3o to serve as supporting Wines.

Way is afforded by means of a ladder or stairway 6- An aircraft haVing an elongated fuselage, a |00 pivoted at its upper end to the fuselage at single yrotor only mounted intermediate the ends lill, atrthe bottom of the doorway. This stair-l of SaidA fuselage to turn about the longitudinal way is adapted to be folded upwardly about its aXiS thereof, Ilolades projecting radially from said y pivot |o| into the opening 9s, so that it een- 35 rotor. a propeller mounted on each blade adiastitutes a door for closing such opening. A power Cent the leading edge thereof, means for driving cylinder |02 may loe employed for moving the said Propellers, and means for Varying the ptoh stairway. A hand rail |83 may also be provided, of Said blades in such manner that the plane of and may be pivoted to the edge of the doorway rotation'of said propellers can be shifted from a at |04, so that it will fold into the interior of .lo position in which Said plone lies Substantially the fuselage, as shown in dotted lines in Fig 21, parallel with said longitudinal axis through sucwhen the stairway is swung upwardly so as to cessive angular positions to a position in which close the opening. It will be noted that the stairit lies at Substantial right angles thereto.

way is pivoted to the fuselage at a point just above 7- An aircraft Comprising an elongated fusethe ro-tor 4" and thus serves to span the distance 45 lage, arotor mounted to turn about the longitudifrom the ground to the upper edge of this rotor. no1 axis of said fuselage and located at a point In Figs. 21 and 22, the stabilizing fins 63' are intermediate the ends thereof, Variable pitch airomitted for the sake of clearness. This stairway foils projecting radially from opposite Sides of arrangement, while illustrated in connection with Seid rotor, means whereby, when said airfoils are the type of craft shown in Fig. 17, is, of course, 5o adjusted to a position at an acute angle to the equally applicable to those shown in the other plane of rotation, they are caused to rotate to figures, particularly Fig. 13. serve as propeller blades, and means whereby, What I daim is: Y when said airfoils are adjusted to a position at 1. In an aircraft, an elongated fuselage, blades Substantial right angles t0 the plane of rotation mounted for rotation about the longitudinal axis they are held Stationary, and constitute Wings for thereof, and means whereby said blades may be Supporting the craft. caused to rotate to provide a propelling force, 8- An aircraft Comprising an elongated fuse- Y or may be held stationary to Serve as supporting lage, a rotor mounted to turn about the longitudiwings. nal aXiS of Said fuselage and located at a point 2 In an aircraft capable of both Veri-,109,1 and 60 intermediate the ends thereof, variable pitch airhorizontal night, an elongated fuselage, blades foils projecting radially from said rotor, driving mounted on said fuselage at a point intormo means carried by each of said airfoils, means diate its ends for rotation about Vthe longitudinal whereby When Said ail' foils are adjusted to a posiaxis thereof, and means whereby said blades are tqn at. an acute angle to the Plane of rotation, caused to rotate to provide o, lifting force for o said driving means causes them to rotate to serve climbing in vertical night, and are maintained as Propeller blades, and Irleans Whereloy, When stationary to serve as supporting wings for the said airfoils are adjusted to a position at substaneraft in horizontal flighn tial right angles to the plane of rotation, they are 3 In an aircraft capable of both Vertical and caused to remain stationary and serve as wings horizontal flight, an elongated fuselage, blades for supporting the craft, and said driving means mounted on said fuselage for rotation about the are caused to exert a direct forward thrust to propel the craft.

longitudinal axis thereof, means on said blades for causing them to rotate to lift the aircraft end LLOYD H' LEONARD wise in vertical flight, means for maintaining said (References on following page) blades stationary to Serve as supporting wings l l REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Papin Mar. 30, 1915 Lake Nov. 20, 1917 Gallaudet Apr. 16, 1918 Whittemore Dec. 17, 1918 Stewart Nov. 29, 1921 Pescara Mar. 20, 1923 Pescara May 15, 1923` Pescara Feb. 10, 1925 Terry Mar. 22, 1927 Sperry Sept. 6, 1927 Tesla Jan. 3, 1928 `Number OTHER REFERENCES Astronautica No. 55, July 1943, page 8. Flight, vol. XIII, No. 30, page 803, July 22, 

